asessment protocol - safety assistthemepixel.com.my/aseancap/.../asean-ncap...final.pdf · journey,...

ASESSMENT PROTOCOL - SAFETY ASSIST

Version 1.0 January 2017

ASSESSMENT PROTOCOL – SAFETY ASSIST

Table of Contents

1 INTRODUCTION .................................................................................................................... 1

2 METHOD OF ASSESSMENT ................................................................................................ 2

3 SEATBELT REMINDER ASSESSMENT ............................................................................. 3

3.1 Introduction ................................................................................................................................. 3

3.2 Information Required from Manufacturers ............................................................................. 3

3.3 Seat Occupancy Requirement .................................................................................................... 4

3.4 Seatbelt Use .................................................................................................................................. 4

3.5 Removable Seats .......................................................................................................................... 4

3.6 Start and Duration of Signal ....................................................................................................... 5

3.7 Signal ............................................................................................................................................ 9

3.8 Change of Status ........................................................................................................................ 10

3.9 Test Conditions for Assessment of Loud and Clear Audible Signals.................................... 12

3.10 Deactivation ................................................................................................................................ 12

3.11 Scoring and Visualisation ......................................................................................................... 14

3.12 Future Developments ................................................................................................................ 14

4 ASSESSMENT OF ANTI-LOCK BRAKING SYSTEM ...................................................... 15

4.1 Introduction ............................................................................................................................... 15

4.2 Requirements for ABS .............................................................................................................. 15

4.3 Scoring ........................................................................................................................................ 15

5 ASSESSMENT OF ELECTRONIC STABILITY CONTROL ............................................ 16

5.1 Introduction ............................................................................................................................... 16

5.2 Requirements for ESC .............................................................................................................. 16

5.3 Scoring ........................................................................................................................................ 16

6 ASSESSMENT OF BLIND SPOT TECHNOLOGY ........................................................... 17

6.1 Introduction ............................................................................................................................... 17

6.2 Functional Definitions ............................................................................................................... 17

6.3 Requirements for BST............................................................................................................... 17

6.4 Scoring ........................................................................................................................................ 18

6.5 Performance Testing ................................................................................................................. 18

7 ASSESSMENT OF ADVANCED SAFETY ASSIST TECHNOLOGIES .......................... 19

7.1 Introduction ............................................................................................................................... 19

7.2 Functional Definitions of Technologies that are considered by ASEAN NCAP .................. 19

7.3 Requirements for Advanced SATs ........................................................................................... 20

7.4 Scoring (Option A) .................................................................................................................... 20

7.5 Scoring (Option B) ..................................................................................................................... 20

8 REFERENCES ...................................................................................................................... 21

APPENDIX I .................................................................................................................................. 22

APPENDIX II ................................................................................................................................ 24

1

NEW CAR ASSESMENT PROGRAM FOR SOUTHEAST ASIAN COUNTRIES (ASEAN NCAP)

ASSESSMENT PROTOCOL – SAFETY ASSIST

1 INTRODUCTION

Since the establishment of ASEAN NCAP until December 2016, there are two types of rating;

Adult Occupant Protection and Child Occupant Protection. Starting from 2017 to 2020, instead of

dual ratings, a single rating system is introduced. It aims to encourage more cars with best safety

practices in the region, which consists of three main areas of assessment:

Assessment Protocol – Adult Occupant Protection;

Assessment Protocol – Child Occupant Protection; and

Assessment Protocol – Safety Assist.

For Safety Assist, it contributes 25% of the overall rating with a maximum of 18 points focusing on

four aspects; Seatbelt Reminder (SBR) system, Effective Braking and Avoidance (EBA), Blind

Spot Technology (BST) and Advanced Safety Assist Technologies (SATs). The score calculation

for all four elements is based on Fitment Rating System (FRS) except for Advanced SATs which

has two options with one of the options considering FRS.

The following protocol deals with the assessments made in the area of SBR system; EBA

specifically Anti-lock Braking System (ABS) and Electronic Stability Control (ESC), BST and

Advanced SATs.

DISCLAIMER: ASEAN NCAP has taken all reasonable care to ensure that the information

published in this protocol is accurate and reflects the technical decisions taken by the organization.

In the unlikely event that this protocol contains a typographical error or any other inaccuracy,

ASEAN NCAP reserves the right to make corrections and determine the assessment and subsequent

result of the affected requirement(s).

2

2 METHOD OF ASSESSMENT

Unlike the assessment of protection offered in the event of a crash, the assessment of Safety Assist

functions does not require destructive testing of the vehicle. Assessment of Safety Assist functions

can be based both on fitment and performance requirements verified by ASEAN NCAP (as is the

case for SBR and BST) or verified by other NCAPs (as is the case of Advanced SATs) or fitment

requirements only, where functionality is demonstrated by the manufacturer (as is the case of ABS

and ESC). The intention is to promote standard fitment across the car variants sold in the ASEAN

region in combination with good functionality for these systems, where this is possible.

For the performance assessment of SBR and BST systems, the car is subjected to a number of trial

sequences designed to highlight the effectiveness of the systems. The car performance is measured

using the observations conducted by the Inspector during a driving test/session. In addition to the

basic ASEAN NCAP assessment, additional information may be recorded that may add to the

ASEAN NCAP assessment in the future.

3

3 SEATBELT REMINDER ASSESSMENT

3.1 Introduction

3.1.1 It is well recognized that the correct use of seatbelts is the most effective way of providing

protection to vehicle occupants in a crash. The use rates among car occupants vary greatly

across the ASEAN region and research has shown that many of the non-wearers would use

their seatbelt with some encouragement. Nevertheless, a small proportion of non-wearers

will not be persuaded to use their seatbelts.

3.1.2 Seatbelt Reminder (SBR) systems are intended to encourage the first of these groups to use

their seatbelts, whilst at the same time not be so annoying that the second group would take

undesirable action to disable the systems. Such action could include, tempering with or

cutting electrical connections which might have undesirable consequences.

3.1.3 It is intended that habitual users who always put their seatbelt on, before starting their

journey, would hardly notice the existence of the system and would not be annoyed by it.

3.1.4 To refrain dedicated non-users from trying to tamper with the system, ASEAN NCAP

recommends that SBR systems are capable of being deactivated. Deactivation could be long

term and/or short term for individual journey.

3.1.5 Although, simple SBR systems have been available for some time, the technology behind

the more sophisticated system is new. ASEAN NCAP has set some minimum requirements

but wishes to allow the development of increasingly improved system.

3.1.6 Some recommendations are made for how improvements may occur and these may

eventually become ASEAN NCAP requirements. The expectation is that the requirements

will develop in the light of further knowledge.

3.1.7 The terms used in this protocol are defined in Appendix I.

3.2 Information Required from Manufacturers

3.2.1 Before the SBR system can be evaluated by ASEAN NCAP, it is necessary for the

manufacturer to explain which seating positions are covered by the system and how the

system is intended to work. See Appendix II. This information should be supplied to

ASEAN NCAP prior to the assessment.

3.2.2 Only those seating positions, requested by the manufacturer, will be assessed by ASEAN

NCAP, even if the system extends to other seats. However, where SBR systems are fitted to

seats which have not been nominated for assessment, they should not adversely affect the

4

seat being assessed.

3.3 Seat Occupancy Requirement

3.3.1 In the case of driver’s seat, occupancy can be assumed so the system does not have to be

capable of detecting whether or not the seat is in use.

3.3.2 For front seat passengers, seat use must be detected. ASEAN NCAP defines occupancy as

use by an occupant larger, taller or heavier than a small female (5th percentile).

3.3.3 Rear seat occupant detection is not required but it is recommended.

3.4 Seatbelt Use

3.4.1 For all seats offered for assessment, seatbelt use must be monitored. Their use needs to be

identified at the start of the journey and any change of use must be detected throughout the

period of use of the vehicle.

3.4.2 Monitoring of rear seatbelt secondary buckles that require a key to unlock them, is not

mandatory.

Note: In some cases, systems are unable to reliably meet the requirements of Section 3.8.1.

For example, if the seatbelt is used to retain a child restraint, the belt may be unbuckled but

sufficient webbing has been drawn off the reel for the system to interpret the belt as being

buckled, resulting in false indication of belt use. This potentially hazardous situation could

also occur with CRS lock-offs and where the belt is left over the occupants shoulder.

3.5 Removable Seats

3.5.1 Where seats, covered by the reminder system, are removable as part of the cars normal

usage, ASEAN NCAP has minimum requirements for any electrical connections used by

the reminder system.

3.5.2 It is recommended that such electrical connections are made automatically when the seat is

installed in the vehicle.

3.5.3 Alternatively, a manual connection can be made by the installer. Where this is the case, all

of the following requirements must be complied with,

Connectors must be conspicuous and easily visible to the installer, during the

installation process.

5

Clear markings must indicate the purpose of the connection and show how the

connection is made.

The markings must be permanently attached to the vehicle.

The markings must be conspicuous using contrasting colors.

The markings must be easily visible to the installer during the installation process.

3.5.4 The presence or absence of the seat must not adversely affect the operation of other parts of

the reminder system.

3.5.5 The SBR system must not give any false indication of belt use, whether the seats are

installed in the vehicle or not. For example, when a seat is installed in the vehicle, but the

electrical system is not connected, the seat belt reminder system should not indicate that the

seatbelt is being used, when it is not being used.

3.5.6 If the removable seat is optional, the assessment will be based on a car equipped with the

optional removable seat.

3.6 Start and Duration of Signal

3.6.1 Front Seating Positions

3.6.1.1 The reminder system should “start” at the commencement of each “journey” that the

vehicle makes. Short breaks in the journey are allowed, where the reminder system is not

required to start again. Such short breaks, of up to 30 seconds, are to allow for events such

as stalling of the engine.

3.6.1.1.1 Initial Signal

It is recommended that an audio and/or visual signal is started, shortly after the ignition

is switched on or shortly after the vehicle starts to move, where one or more seatbelts

are not in use.

3.6.1.1.2 Intermediate Signal

Optionally, an intermediate signal may be given, at some time before the “Final Signal”

is required, where one or more seatbelts are not in use. If this “Intermediate Signal” is

more sophisticated than a simple audiovisual signal, the start of the Final Signal may be

delayed. Such “Intermediate Signal” might be a clear, easily visible text message or a

loud and clear voice message.

3.6.1.1.3 Final Signal

The audiovisual Final Signal is the only signal which ASEAN NCAP considers for

assessment, where one or more seatbelts are not in use.

6

The start and duration requirements are defined as follows:

(1) Start

The Final Signal must start before at least one of the followings:

The engine has been running for 60 seconds, or

The car has been in “Forward Motion” for 60 seconds, or

The car has been in :Forward Motion” for 500 meters, or

The car has reached a forward speed of 25 km/h.

(2) Where an Initial Signal is employed, the start of the Final Signal may be delayed

provided that the Initial Signal meets one of the requirements detailed below. In this

circumstance, the Final Signal must start within 30 seconds of the car having reached

a forward speed of 25 km/h.

A constant, flashing or intermittent visual signal for at least 30 seconds.

A text message for at least 5 seconds.

A clear voice message.

The duration of the Initial Signal may be reduced provided the Final Signal

commences immediately after the Initial Signal stops.

For systems which have Initial, Intermediate and Final Signals, the start of the

Intermediate and/or Final Signal may be delayed provided that the Initial signal

meets one of the requirements detailed above. In this circumstance, the Intermediate

Signal must start within 30 seconds of the car having reached a forward speed of 25

km/h and lead into the Final Signal after an additional 30 seconds.

The duration of the Initial Signal may be reduced provided that either the

Intermediate or Final Signal commences immediately after the Initial Signal stops.

(3) Where a “more sophisticated Intermediate Signal” is employed, the start of the Final

Signal may be delayed. However, the Final Signal must start before at least one of

the followings:

The engine has been running for 90 seconds, or

The car has been in “Forward Motion” for 90 seconds, or

The car has been in “Forward Motion” for 1000 meters, or

The car has reached a forward speed of 40 km/h.

7

(4) For the purpose of defining the start of the Final Signal, a forward motion of less

than 10 km/h, or rearward motion, is not deemed to be in motion.

(5) Duration

The duration of the Final Signal must be at least 90 seconds. If the audiovisual Final

Signal is not continuous:

The signal must start with a positive audiovisual signal, for at least 5

seconds.

Gaps of more than 1 second in the signal must not occur more frequently

than every 5 seconds.

Gaps of less than 1 second, which allow for visual signals which flash

and audio signals which “beep,” are ignored.

If gaps in the signal exceed 3 seconds, that time is not included in the

“Duration” time.

No gap must last for more than 25 seconds.

(6) Once the Final Signal has started, it must only stop under one of the following

circumstances:

The signal has operated for the Duration specified.

The related seatbelts are put into use.

The engine has stopped.

Reverse gear has been selected.

Note: When forward gear is re-selected and forward motion commences

(>10 km/h), the Final Signal must resume again.

The occupant leaves the car, unless the signal is required to indicate the

belt use status of others.

3.6.1.2 The signal requirements when there is a change of belt status are described in Section 3.8.

8

3.6.2 Rear Seating Positions

3.6.2.1 The reminder system should “start” at the commencement of each” journey” that the

vehicle makes. Short breaks in the journey are allowed, where the reminder system is not

required to start again. Such short breaks, of not more than 30 minutes, are to allow for

events such as stalling of the engine or re-fueling, where passengers may remain in the

vehicle.

3.6.2.1.1 For rear SBR, it is acceptable for a journey to be considered as having been completed

when 30 minutes have elapsed, after the engine has stopped.

3.6.2.1.2 In the absence of seat occupancy information, only a visual signal is required by

ASEAN NCAP, unless there is a change of status. See Section 3.8 for further

requirements.

3.6.2.1.3 The start and duration requirements of the signal are defined as follows.

(1) Start

The signal must start within 5 seconds of at least one of the followings:

The engine starts, or

The start of forward motion (>10 km/h).

(2) Where seat occupancy is monitored, the start of the signal may be delayed by 10

seconds. With good justification, longer delays may be acceptable.

(3) For the purpose of defining the start of the signal, forward motion at less than 10

km/h, or rearward motion, is not deemed to be motion.

(4) Duration

The duration of the visual signal must be at least 30 seconds.

If the visual is not continuous:

Gaps of more than 1 second in the signal must not occur more frequently

than every 5 seconds.

Gaps of less than 1 second that allow for visual signals of which flashes

are ignored.

If gaps in the signal exceed 3 seconds, that time is not included in the

”Duration” time.

No gap must last for more than 25 seconds.

3.6.2.2 The system may allow the driver to acknowledge the signal, so switching it off.

9

3.6.2.3 No signal is required if the system is able to determine that there are no occupants in the

rear seating positions.

3.6.2.4 The signal requirements when there is a change of belt status are described in Section 3.8.

3.7 Signal

3.7.1 ASEAN NCAP only requires the provision of simple audiovisual or visual signals.

However, manufactures are recommended to use the best possible means of communicating

the reminder message to the driver and all the passengers. The provision of a visual signal

for the user of each seat, the use of a load and clear voice message or the use of a prominent

text message on satellite navigation or other LCD screen is recommended.

3.7.2 The signal should not annoy the users, to the extent that they may be tempted to tamper with

the restraint or the vehicle’s electrical system.

3.7.3 A progressive or stepped audible signal is recommended. However, there is no requirement

regarding the volume of any audible signal other than the Final Signal.

3.7.4 If for any reason, multiple audible signals are being generated at the time that the reminder

signal is operating, they must not interfere with each other, to the extent that the message is

less clear, unless a more critical safety warning is being developed.


3.7.5.1 The Final Signal used for the front seating position must be both audio and visual.

3.7.5.2 The audible component of the Final Signal must be “Loud and Clear” for the driver and all

relevant passengers.

3.7.5.3 The visual signal and its message must be clearly visible to the driver, without the need for

the head to be moved away from the normal driving position.

3.7.5.4 There must be a clear obvious link between the audible and visual signals. In the case of

flashing or intermittent visual or audible signals, this may be achieved by having them in

synchronization.

3.7.5.5 It is recommended that all front seat passengers can see the visual signal relevant to their

seating position.

10

3.7.5.6 It is recommended that the relevant visual signals are illuminated during the whole time

the seat is occupied without the seatbelt being used.

3.7.5.7 Where text messages are used, they must be in at least one of the languages of each of the

countries in which the car is offered for sale.

3.7.6 Rear seating positions

3.7.6.1 The start signal(s) for the rear seating position (as defined in Section 3.6.2.1.3) need only

in visual form.

3.7.6.2 An immediate audible component for change of status is required; the signal must be

“Loud and Clear” for the driver. An audible signal, such as a chime or a beep, when each

belt is unbuckled is acceptable. The requirements for change of status are detailed in

Section 3.8.

3.7.6.3 The visual signals and their messages must be clearly and easily visible to the driver,

without the need for the head to be moved away from the normal driving position.

3.7.6.4 It is recommended that all rear seat passengers can see the visual signal relevant to their

seating position. It is recommended that the relevant visual signals are illuminated during

the whole time that the seat is occupied without the seatbelt being used.

3.7.6.5 The visual signals must clearly indicate to the driver the number of seatbelts in use or not

in use. No signal is required if all the rear occupants are belted.

3.7.6.6 No signal is required if the system is able to determine that there are no occupants in the

rear seats.

3.7.6.7 Where text messages are used, they must be in at least one of the languages of each of the

countries in which the car is offered for sale.

3.8 Change of Status

3.8.1 If during the journey, any seatbelt experiences a “change of status”, where a buckled belt is

unbuckled, the reminder must indicate this immediately with an audiovisual signal.

3.8.2 A change of status signal for all seating positions is required at vehicle speed above 25

km/h.

11


3.8.3.1 An audiovisual signal must commence immediately once any front row seatbelt is

unbuckled. This must be indicated with the use of an “Intermediate Signal” or the Final

Signal.

3.8.3.1.1 Where the Final Signal is used, the following requirements must be met.

The signal must meet the requirements detailed in Section 3.7.5.

The signal must meet the requirements detailed in Section 3.6.1.1.3 (5) & (6).

The signal must start immediately with a positive audiovisual signal, for at least 5

seconds.

3.8.3.1.2 Where an “Intermediate Signal” is used, the following requirements must be met.

The signal must be audiovisual.

The signal must start with a positive audiovisual signal, for at least 5 seconds.

There must be no gap greater than 10 seconds.

The final signal must commence after a maximum duration of 30 seconds.

3.8.4 Rear Seating Positions

3.8.4.1 An audiovisual signal, meeting the requirements of 3.7.6 and 3.8.1, must commence

immediately when any rear seatbelt is unbuckled.

3.8.4.2 The visual signal must continue for its full duration of 30 seconds or until the rear belts are

buckled for the seats in use.

3.8.4.3 The audible component must also commence immediately and be “Loud and Clear” to the

driver. A single audible signal, such as one ‘chime’ or ‘beep’, when each belt is unbuckled

is acceptable.

3.8.4.4 Where two or more belts are unbuckled within 5 seconds of each other, a signal chime or

beep is acceptable. Where more than 5 seconds elapses between belts being unbuckled, an

audible signal for each unbuckled belt is required.

3.8.4.5 For the rear seats, the system may allow the driver to acknowledge the signal, by switching

it off.

12

3.9 Test Conditions for Assessment of Loud and Clear Audible Signals

3.9.1 The sound level will be assessed by a user, having normal hearing acuity, sitting in the

relevant seat.

3.9.1.1 The assessment will be made with the vehicle being driven at constant speed, of 25 km/h,

in second gear. Vehicles with automatic transmission will have it locked in second gear, if

this is possible. (Note: Where a more sophisticated Intermediate Signal is employed, it may

be necessary to travel at 40 km/h before returning to 25 km/h, to assess the audible signal)

3.9.1.2 The ventilation fan will be set to its maximum setting.

3.9.1.3 All ventilation vents will be fully opened, if this is possible.

3.9.1.4 The radio/ audio system will be switched off.

Note: It is recommended that reminder systems are designed so that, if they sound whilst

the radio/ audio system is playing, the sound from the radio/ audio system should be

interrupted by the reminder systems. Alternatively, the radio/ audio system could be used

to convey the reminder message.

3.9.1.5 The air conditioning will be switched off, if this is possible.

3.9.1.6 With convertibles, the roof will be closed.

3.9.1.7 All windows will be closed.

Note: It is recommended that the reminder system is designed so that the audible signal

can be easily heard under any normal usage conditions.

3.10 Deactivation

3.10.1 The reminder system may be designed to allow deactivation. Short term deactivation can

cover a single journey. Long term deactivation may be used for seatbelts of dedicated non-

users. It is intended that this would reduce the likelihood that users might temper with the

system.

3.10.2 The Seatbelt Reminder system must not be deactivated at the time the car is offered for sale.

13

3.10.3 Short term single journey deactivation

3.10.3.1 Short term deactivation must be more difficult than putting the seatbelt on and off once.

Short term deactivation must only affect the seating position for which deactivation had

been chosen.

3.10.3.2 The reminder system must reactivate if ignition is switched off for more than 60 seconds.

3.10.4 Long term deactivation

3.10.4.1 Long term deactivation must require a sequence of operations, which could not be guessed

at or carried out accidently.

3.10.4.2 Reactivation must be simple. It should not be more difficult to reactivate than it was to

deactivate. No new components or special tools should be required.

3.10.4.3 It is recommended that seating positions can be deactivated individually.

3.10.4.4 Instructions for long term deactivation must be supplied with the car. However, they can

be supplied to the user upon request.

3.10.4.5 Included with deactivation instructions must be the instructions on how to reactivate the

system.

3.10.4.6 If deactivation has to be carried out by a dealer, reactivation may also be carried out by the

same dealer.

3.10.4.7 In the case of low volume, special purpose vehicles, ASEAN NCAP Secretariat may give

ad hoc approval to remove ASEAN NCAP requirement for the fitting of SBR system to

those vehicles.

3.10.5 Installing child restraint system

3.10.5.1 Where a vehicle can automatically detect the installation of a child restraint system i.e.

adult seatbelt system is not used, the SBR for that individual seat position may be disabled.

For example, using a switch on the ISOFIX anchorage which would be activated when the

ISOFIX latches are attached to the anchorages.

3.10.5.2 The SBR must only be deactivated by the specific action of installing a CRS in that seating

position.

14

3.10.5.3 The reminder system must reactivate immediately once the CRS had been removed

regardless of whether the ignition is switched on or off at the time.

3.10.5.4 There must be no link between the front seat passenger airbag and the front seat passenger

SBR signals. It is NOT acceptable to ASEAN NCAP for the passenger seat SBR to be

disabled via the passenger airbag switch.

3.11 Scoring and Visualisation

3.11.1 For Seatbelt Reminder systems which fully comply with ASEAN NCAP requirements, the

following points will be awarded to the overall occupant score for that vehicle.

3.11.1.1 Front Row Seats

Where ALL front row seating positions meet the assessment criteria, the final score will be

determined based on Fitment Rating System (FRS). Refer ASEAN NCAP Fitment Rating

System Version 1.0.

3.11.1.2 Rear Passenger Seats

Where full points have been awarded for all front seating positions AND ALL rear seating

positions meet the assessment criteria, the final score will be determined based on Fitment

Rating System (FRS). Refer ASEAN NCAP Fitment Rating System Version 1.0.

3.11.1.3 If the third or more row of seats is optional, on any variant, the assessment will be based

on a vehicle fitted with optional seats.

3.11.1.4 The maximum score for SBR is 6 points considering both front and rear seats.

3.12 Future Developments

3.12.1 It is expected that the protocol will continue to develop, in the light of experience with these

new systems. Consideration will also be given to converting some of the current

recommendations into requirements.

15

4 ASSESSMENT OF ANTI-LOCK BRAKING SYSTEM

4.1 Introduction

Anti-lock Braking System (ABS) is an active safety technology that allows the wheels on a

motor vehicle to maintain tractive contact with the road surface according to driver inputs

while braking, preventing the wheels from locking up and avoiding uncontrolled skidding.

Previously, ABS was not part of ASEAN NCAP rating. Based on ASEAN NCAP’s

observation, the fitment rates of ABS in certain ASEAN countries is still lacking in which it

is still offered as optional rather than standard equipment. Thus, starting 2017, ABS is

included into the overall rating as part of Effective Braking and Avoidance (EBA).

This system uses different schemes depending on the types of brake in use. For this case,

ASEAN NCAP only considers 4-channel ABS.

4.2 Requirements for ABS

4.2.1 The manufacturer must provide a certificate showing UN Regulation 13H approval of the

vehicle type being assessed.

4.2.2 A technical report from a laboratory or technical service is not acceptable as, at the time the

vehicle is assessed by ASEAN NCAP, all homologation should be completed and a

certificate should have been obtained.

4.2.3 The variant tested by Technical Service during type-approval does not need to be the same

as ASEAN NCAP test variant. However, if it is not, it should be clear that the certificate of

approval covers all variants, including ASEAN NCAP test variant.

4.2.4 If the manufacturer is unable or unwilling to demonstrate ECE R13H approval of the ABS

system, ASEAN NCAP will not reward any point.

4.3 Scoring

4.3.1 Vehicles of which ABS meet the ECE R13H requirements, as defined in paragraph 4.2, will

be eligible for a maximum score of 8 points (to consider ESC as well). Refer ASEAN

NCAP Fitment Rating System Version 1.0.

4.3.2 Vehicles of which system do not meet the above requirements or are not eligible for ABS

assessment receive no points.

16

5 ASSESSMENT OF ELECTRONIC STABILITY CONTROL

5.1 Introduction

Electronic Stability Control (ESC) system is an evolution of ABS designed to assist drivers

in maintaining heading control of their vehicles in high-speed or sudden maneuvers and on

slippery roads. Based on extensive literature review study, ESC has been shown to

effectively reduce single vehicle crashes involving cars and SUVs by 30-50% and 50-70%

respectively. The reduction is even higher (70-90%) for fatal rollover crashes regardless of

vehicle type.

ASEAN NCAP has promoted the fitment of ESC since its establishment in 2012. In order

for a vehicle to obtain a 5-star Adult Occupant Protection (AOP) rating, it needs to be

equipped with ESC and also SBR for frontal occupants. As of 2017, ASEAN NCAP has

included ESC into the overall rating as part of Effective Braking and Avoidance (EBA).

5.2 Requirements for ESC

5.2.1 The manufacturer must provide a certificate showing UN Regulation 13H approval of the

vehicle type being assessed.

5.2.2 A technical report from a laboratory or technical service is not acceptable as, at the time the

vehicle is assessed by ASEAN NCAP, all homologation should be completed and a

certificate should have been obtained.

5.2.3 The variant tested by Technical Service during type-approval does not need to be the same

as ASEAN NCAP test variant. However, if it is not, it should be clear that the certificate of

approval covers all variants, including ASEAN NCAP test variant.

5.2.4 If the manufacturer is unable or unwilling to demonstrate ECE R13H approval of the ESC

system, ASEAN NCAP will not reward any point.

5.3 Scoring

5.3.1 Vehicles of which ESC system meet the ECE R13H requirements, as defined in paragraph

5.2, will be eligible for a maximum score of 8 points (to consider ABS as well). Refer

ASEAN NCAP Fitment Rating System Version 1.0.

5.3.2 Vehicles of which ESC system do not meet the above requirements or are not eligible for

ESC assessment receive no points.

17

6 ASSESSMENT OF BLIND SPOT TECHNOLOGY

6.1 Introduction

It is typical to see a car maneuvers into the path of an approaching motorcycle and violating

the motorcycle’s right of way. According to established studies, lack of motorcycle

conspicuity and misjudgement of speed or distance are the two main causes of such

collision. Because of that, numerous efforts to enhance the conspicuity of motorcycles and

motorcyclists to the views of other motorists have been introduced and legalized.

In vehicle safety perspective, certain manufacturers have incorporated emerging

technologies into their cars capable of detecting other vehicles in the blind spot zones,

especially smaller ones such as motorcycles and bicycles. This is to compensate car drivers’

expectation errors in noticing motorcyclists in the blind spot zones, particularly during lane

changing action. It is commonly referred to as Blind Spot Technology (BST).

With the mission to save motorcyclists through fitment of crash avoidance technology in

car, ASEAN NCAP has introduced BST into its rating starting 2017. It is hoped that with its

vast usage in the future, collisions between cars and motorcycles due to blind spot issues

can be potentially minimized. Generally, BST can be categorized into two types; detection

and non-detection.

6.2 Functional Definitions

6.2.1 For detection type, termed by ISO 17387 as Lane Change Decision Aid Systems (LCDAS),

is fundamentally intended to “warn the driver of the subject vehicle against potential

collisions with vehicles to the side and/or rear of the subject vehicle, and moving in the

same direction as the subject vehicle during lane change maneuvers”.

6.2.2 As for non-detection type, the system shall be able to provide a live visual of the vehicles

moving in the same direction, and on the side and/or rear of the subject vehicle which can

be activated manually or via turn signal action.

6.3 Requirements for BST

6.3.1 As a start and to encourage manufacturers to fit these systems more broadly, ASEAN

NCAP rewards both detection and non-detection types equally.

6.3.2 ASEAN NCAP assesses the compliance based on the “Functional Definitions” as described

in Section 6.2.

18

6.4 Scoring

6.4.1 Vehicles of which BST system meet the requirements, as defined in paragraph 6.3, will be

eligible for a maximum score of 2 points. Refer ASEAN NCAP Fitment Rating System

Version 1.0.

6.4.2 Vehicles of which BST system do not meet the above requirements or are not eligible for

BST assessment receive no points.

6.5 Performance Testing

6.5.1 Performance testing is conducted in order to evaluate the functionality and performance of

both BST types with regards to detection of motorcyclists. The final FRS score for BST is

not affected, however the detailed specification and test performance will be showcased in

the result page and made known to the public.

6.5.2 For detection BST, ISO 17387 will be used as the basis to demonstrate the functionality and

performance of the system equipped in the subject vehicle. The target vehicle (i.e. any

vehicle that is closing in on the subject vehicle from behind, or any vehicle that is located in

one of the adjacent zones) will be a motorcycle as specified in the ISO 17387. The

dimension of the motorcycle (length, width and height) will be based on one of the most

common motorcycle models by body type (underbone), as well as its make (brand) in the

region.

6.5.3 For non-detection BST, the functionality and performance assessment will be performed on

real road traffic conditions. The car will be subjected to a number of trial sequences

designed to highlight the effectiveness of the system. Refer Guideline on Testing of Non-

Detection BST Version 1.0.

6.5.4 Assessments on both detection and non-detection BSTs will be performed by ASEAN

NCAP Inspector. Only for detection type, if manufacturer requests to perform in-house test

according to the ISO 17387, ASEAN NCAP Inspector has to be present and witness the test.

19

7 ASSESSMENT OF ADVANCED SAFETY ASSIST TECHNOLOGIES

7.1 Introduction

In recent years, there is encouraging sign of manufacturers deploying innovative and

Advanced Safety Assist Technologies (SATs) into the market and increasing initiative of

autonomous vehicle worldwide. ASEAN NCAP intends to develop tests which complement

any legislative requirements in order to be able to rate Advanced SATs in more detail in the

future. In the meantime, as an encouragement for manufacturers to fit these systems more

broadly, ASEAN NCAP has included these Advanced SATs into its rating starting 2017

where established test protocols are used to demonstrate the functionality and/or

performance of the systems.

7.2 Functional Definitions of Technologies that are considered by ASEAN NCAP

7.2.1 Autonomous Emergency Braking (AEB) Inter-Urban – Braking that is applied

automatically by the vehicle in response to the detection of a likely collision to reduce the

vehicle speed and potentially avoid the collision. Systems that work mostly at speed typical

for driving outside of the city environment, for example on urban roads or highways.

7.2.2 Autonomous Emergency Braking (AEB) City – Braking that is applied automatically by the

vehicle in response to the detection of a likely collision to reduce the vehicle speed and

potentially avoid the collision. Systems that work mostly at lower speed.

7.2.3 Autonomous Emergency Braking (AEB) Vulnerable Road User (VRU) – Braking that is

applied automatically by the vehicle in response to the detection of a likely collision to

reduce the vehicle speed and potentially avoid the collision. Systems that specifically look

for and react to vulnerable road users like motorcyclists, pedestrians and cyclists.

7.2.4 Forward Collision Warning (FCW) – An audio-visual warning that is provided

automatically by the vehicle in response to the detection of a likely collision to alert the

driver.

7.2.5 Lane Departure Warning (LDW) – A system designed to warn a driver when the vehicle

begins to move unintentionally out of its lane (unless a turn signal is ON in that direction)

on highways and urban roads.

7.2.6 Lane Keep Assist (LKA) – A system designed to support a driver when the vehicle begins

to move unintentionally out of its lane (unless a turn signal is ON in that direction). The

systems support the driver with a haptic vehicle cue (e.g. steering nudge) which may help to

keep the vehicle in lane.

7.2.7 Other Advanced SATs proposed by manufacturers, subject to ASEAN NCAP approval.

20

7.3 Requirements for Advanced SATs

7.3.1 Currently, ASEAN NCAP will not perform any field test to assess the functionality and

performance of Advanced SATs. Nevertheless, it is the responsibility of ASEAN NCAP to

ensure that the system works and functions as intended. Therefore, as an alternative and to

promote the fitment of Advanced SATs in the region, ASEAN NCAP assesses the

compliance based on the “Functional Definitions” as described in Section 7.2. If needed,

manufacturer is requested to perform full demonstration of the proposed technologies to

ASEAN NCAP.

7.3.2 For final scoring, manufacturer may choose from two options (Option A or Option B).

7.4 Scoring (Option A)

7.4.1 A score of 1 point is awarded for each SAT proposed by manufacturer based on the

following conditions.

The SAT is equipped as standard or optional fitment.

If the tested model is available in more than one country in any Sector, the technology

shall be available in at least one country of the respective Sector. For example, Vehicle

Model A is available in Malaysia and Thailand which are under Sector 1. If the

technology is available in any other of the country, then the tested model qualifies for 1

point.

7.4.2 Manufacturer is encouraged to offer more SATs, however the maximum score for this

section is 2 points (i.e. 2 SATs).

7.4.3 If there is any technical issue that may impede the performance of any technology due to

various reasons in certain country and manufacturer wishes to waive the requirement, a

detailed justification report shall be submitted to ASEAN NCAP for consideration.

7.5 Scoring (Option B)

7.5.1 Vehicles of which advanced SATs meet the requirements, as defined in paragraph 7.3, will

be eligible for determination of final score according to ASEAN NCAP Fitment Rating

System Version 1.0. The maximum score for each advanced SAT is 1 point.

7.5.2 There is no limit on the number of Advanced SAT to be proposed, nevertheless the

maximum score allocated for Advanced SATs is 2 points. If the total point is more than 2

points, the maximum score for this section is still 2 points.

21

8 REFERENCES

1. ECE Regulation 13H – Uniform provision concerning the approval of passenger cars with

regard to braking, Date of entry into force; 17 March 2010.

2. Ferguson, S. A. (2007). The effectiveness of electronic stability control in reducing real-

world crashes: a literature review. Traffic injury prevention, 8(4), 329-338.

3. ISO 17387 – Intelligent transport systems – Lane change decision aid systems (LCDAS) –

Performance requirements and test procedures (First edition), date of entry into force; 1

May 2008

22

APPENDIX I

SEATBELT REMINDER DEFINITIONS

Change of Status

The change in use of the seatbelt, where a buckled belt is unbuckled.

Deactivation

Short Term deactivation for a single journey or Long Term deactivation for a longer period.

Final Signal

The only signal required by ASEAN NCAP.

Forward Motion

Forward motion of more than 10 km/h.

Initial Signal

A signal, for the front seating positions, which commences at the start of the journey. It is desirable

but is not required by ASEAN NCAP. No specifications are given for the signal, leaving

manufacturers the freedom to use the signal they believe is most effective.

Intermediate Signal

A signal, for the front seating positions, which does not commence at the start of the journey but

which commences before the Final Signal. It is desirable but is not required by ASEAN NCAP. No

specifications are given for the signal, leaving manufacturers the freedom to use the signal they

believe is most effective.

Journey Movement of the vehicle under its own power.

Monitored

The continuous checking of the use, non-use or change in use of the seatbelt or seat occupancy.

More Sophisticated Intermediate Signal

An intermediate signal, with a clear, easily visible text message or a loud and clear voice message.

No specifications are given for the signal, leaving manufacturers the freedom to use the signal they

believe is most effective.

Occupancy

Use by an occupant larger, taller or heavier than a small female (5th percentile).

23

Recommendation

A feature which is desirable but which is not required for ASEAN NCAP assessment.

Requirement

A feature that is necessary to be awarded points in ASEAN NCAP assessment.

Short Break

A short period of time during which the vehicle is stopped, where it would be unnecessary to start

the reminder signal again when the journey recommences.

Start of Reminder System

The commencement of Seatbelt Reminder sequence.

24

APPENDIX II

SEATBELT REMINDER INFORMATION FORM

1. Vehicle information

Make

Model

Variant

2. Which seats are protected by the SBR system and whether respective seats have seat

occupancy detection? (Tick X as appropriate)

Availability of SBR Seat occupancy detection*

Yes No N/A Yes No N/A

Driver

Front Passenger

2nd row

3rd row and more

*seat occupancy detection – defines as whether any respective seat can automatically detect whether there is occupant or not

3. Please specify the display location of the SBR signal (whichever applicable) and

indicate which seat it applies (e.g. driver/ front passenger/ rear passengers)

Display location Please insert photo of the display location

Driver front panel

Centre console area

Rear mirror area

Glove box area

Back of front seat

Other location, please specify:

_________________________

25

4. Overall system description (Tick X as appropriate)

Driver

Front

Passenger 2nd Row 3rd row and more

Yes No Yes No Yes No Yes No N/A

Does the system have multiple

stages?

Initial signal

Intermediate signal

Final signal

5. Specific description of the system signal & trigger for driver (Tick X as appropriate)

a. Type of signal and triggering system

Applicable? Signal Trigger

Yes No Visual Audible

Ignition1

ON

Speed

(km/hr)2

Distance

(m)3

Time

(s)4

Initial signal

Intermediate

signal

Final signal 1The trigger will start once the ignition is ON 2The trigger will start once the vehicle reaches certain speed in forward motion 2The trigger will start once the vehicle reaches certain distance in forward motion 4The trigger will start once certain duration of time of either through engine running or vehicle in forward motion is reached

b. Visual signal characteristic

Applicable? Signal characteristic

Yes No Frequency Total duration (s)

Gap(s) in the

signal?

Initial signal

Intermediate signal

Final signal

26

c. Audible signal characteristic



Gap(s) in the

signal?

Initial signal

Intermediate signal

Final signal

d. Does the system have the progressive audible signal, for example a change in

volume/frequency? If yes, give details of the various amplitudes/ frequencies.

e. Does the system times out? If yes, the system times out after _________ seconds.

6. Specific description of the system trigger for front passenger (Tick X as appropriate) - if

different from driver




Ignition1

ON

Speed

(km/hr)2

Distance

(m)3

Time

(s)4

Initial signal

Intermediate

signal


27




Gap(s) in the

signal?

Initial signal

Intermediate signal

Final signal




Gap(s) in the

signal?

Initial signal

Intermediate signal

Final signal




7. Specific description of the system trigger for 2nd row passengers (Tick X as appropriate) -

if different from driver/ front passenger


28



Ignition1

ON

Speed

(km/hr)2

Distance

(m)3

Time

(s)4

Initial signal

Intermediate

signal





Gap(s) in the

signal?

Initial signal

Intermediate signal

Final signal




Gap(s) in the

signal?

Initial signal

Intermediate signal

Final signal



29


8. Can this system be deactivated?

If yes, please explain the mechanism.

9. Summary of the SBR system (please explain in details)

30

ASEAN NCAP Technical Committee Mohd Hafzi Md Isa Malaysian Institute of Road Safety Research (MIROS) Khairil Anwar Abu Kassim Malaysian Institute of Road Safety Research (MIROS) Yahaya Ahmad Malaysian Institute of Road Safety Research (MIROS) Assoc. Prof. Dr. Saiprasit Koetniyom The Sirindhorn International Thai-German Graduate School of Engineering (TGGS)

Assoc. Prof. Dr. Julaluk Charmai The Sirindhorn International Thai-German Graduate School of Engineering (TGGS)

Dr. Ir. Sigit P. Santosa Institut Teknologi Bandung (ITB)

Dr. Ly Hung Anh Ho Chi Minh City University of Technology (HCMUT) Dr. Atsuhiro Konosu Japan Automobile Research Institute (JARI) Salina Mustaffa Malaysian Institute of Road Safety Research (MIROS) Special Acknowledgement: This protocol is based on Euro NCAP Assessment Protocol – Safety Assist Version 6.1 which is the intellectual property of Euro NCAP. Permission is granted for this material to be shared for non-commercial and educational purposes. Copying of parts of the original text is by permission of Euro NCAP.

31

ASEAN NCAP Ground Floor, Lot 127, Jalan TKS 1, Taman Kajang Sentral, 43000 Kajang, Selangor, Malaysia.

+603-8924 9200 (ext. 425)

+603-8733 2005

[email protected]

www.aseancap.org

asessment protocol - safety assistthemepixel.com.my/aseancap/.../asean-ncap...final.pdf · journey,...

Documents